Motor-Boat Control System

ABSTRACT

The invention concerns a computer-based system to control and steer high-speed boats by means of handlebar ( 23 ) and a plurality of control members ( 8, 9, 11 ) for a plurality of functions, critical for the manoeuvre, with a retained two-hand control of steering.

INTRODUCTION

The present invention concerns a system to control and steer motor-boats.

BACKGROUND OF THE INVENTION

In driving boats at high speed, the equipment as well as the people on board are subjected to considerable and harmful motion stresses, which makes the handling more difficult and decreases the precision of the manoeuvre. With increasing speed resources, the requirements of precision of the driving increase, as well as the requirements of being able to control your own body balance and being able to protect yourself against shocks. The invention meets these requirements.

PRIOR ART

There has been developed control system having a turnable handlebar instead of a steering wheel, which has come to use within, among others, The Swedish Coast Guard and The Swedish Sea Rescue Society. These have only been possible to be constructed for simple power trains. The systems have been shown to increase the precision of the manoeuvre, but are impaired by considerable technical failings, e.g., in the form of lag in the steering, which detrimentally impacts the tactile feedback and thereby the precision. Joystick based control systems have been developed for the pleasure boat market, foremost with the object of facilitating docking manoeuvres by boats having double inboard motors. By these systems, steering as well as gear changing and motor speed can be controlled by one hand using a joystick. These systems can also control the steering of the drives of two power trains individually to be able to move and turn, respectively, the boat in different directions upon docking. Handlebar is also the prevalent method for the steering of jet-skis. These systems are constructed with direct acting mechanical steering, which works since jet-skis use smaller motors and smaller water-jet units than boats. Thus, these require less power in steering.

By US 2003/0024341 A1, there is disclosed the presence of handlebars having simple twistable handles (3, 4) on a handlebar (2) of a steering device for a boat. This means that it is the same as a motorcycle throttle grip. However, it is not electronically decoded or actuated, it does not have double functions and is not divided. Instead, different regulators (13-20) are present on the proper handlebar (2).

US 2008/0096445 A1 discloses a jet-ski having regulators (42-44) for control actuation coupled to a handlebar (11) and the steering shaft (41) thereof but lacks regulators on the proper handlebar.

US 2012/0143408 A1 discloses the presence of an autopilot for a boat but shows no handlebar having regulators on/around the same.

THE OBJECT OF THE INVENTION AND MOST IMPORTANT FEATURES

The object of the invention is to provide a control system that affords maximum safety and precision also under the impact of such significant motion stresses that boats are subjected to at high speed in high sea.

A further object of the invention is to provide a control system that affords maximum options to use hands and arms to control the position and balance of the body also under significant motion stresses.

A further object of the invention is to provide a control system that affords maximum tactile feedback, for the balance system of the body to obtain information about the movements of the boat in all planes.

A further object of the invention is to provide a control system, which is as intuitive as possible, to both facilitate the precision of the handling and make the learning process as quick as possible, by utilizing the same reflex paths as when bicycling or driving a motorcycle. In order for said reflex paths to fast be able to adapt themselves to usage in the driving of a boat, it is required that the control system, on one hand, does not have any lag, and, on the other hand, reacts so fast on specific commands, so that the brain unconsciously registers and learns the relationship between the specific command and the factual actuation on a reflex level.

A further object of the invention is to provide a control system that affords maximum options to simultaneously control course, speed, travel state as well as clearly be able to sense and thereby compensate for sea-induced boat movements, pitch, roll, and heave.

A further object of the invention is to provide a control system that affords maximum option to select the optimum way through high waves and simultaneously continuously regulate engine speed. In installations having two power trains, the engine speed should be individually regulatable on each respective power train or both synchronously.

A further object of the invention is to provide a control system that affords maximum options to use the arms for impact absorption and thereby decrease the compressing strains as well as bending forces which often cause serious back injuries upon slamming (=hard impacts between boat hull and water surface).

A further object of the invention is to provide a control system that affords maximum option to control both single and multiple power trains of different types, such as outboard motors, inboard motors having S-drives, water-jet, surface-piercing drives, or straight shafts.

A further object of the invention is to provide a control system that affords maximum option to be able to control how a boat is landing in the sea after a passage through the air.

A further object of the invention is to provide a control system that affords maximum option to be able to control angle of bank, i.e., how much the boat is leaning inward in a turn, at different speeds.

A further object of the invention is to provide a control system that affords an option to vary the relation between the angle position of the handlebar and the steering deflection of rudders, drives, or nozzles, as well as in such a way that “the sensitivity” of the handlebar is smaller at high speed than at low speed, such as upon docking. It is also an advantage functionally if the system has higher sensitivity upon large rudder deflections than upon deflection near midship rudder. That is, that the same deflection of the handlebar gives smaller effect to actual steering deflection amidships than at the end positions. By providing a gradually increasing (progressive) relation between steering position and rudder deflection, an adaptation can take place so that the sensation of the handlebar becomes intuitive. That is, it can be learnt faster how the boat reacts to different control commands at different speeds. A plurality of pre-programmed relation curves can be afforded and selected between by the interface of a display, which may be integrated in the steering housing.

This may be carried out using, e.g., a steering damper, which is electronically coupled to the control unit of the boat and by, e.g., a flow control valve adapting the turning resistance to the speed of the boat or the engine speed. A hydraulic concentric steering damper may be made with so small dimensions that it can be housed within the existing fastening device of the handlebar. A hydraulic steering damper has the property that it easily can be formed so that the turning resistance increases with the turning speed.

A further object of the invention is to provide a control system that affords an option to control all functions being critical in high-speed navigation, which can be formed so that its position in relation to dashboard and driver's seat can be adjusted. This is in order to be able to vary and optimize posture for persons of different size. The location of the handlebar may be adjusted in several ways, e.g. by it being fastened to a rail system, or by the steering shaft being possible to be shortened, lengthened, or angled.

THE INVENTION IS PROVIDED BY

The invention is provided by a combination of a handlebar equipped with control members for throttle, gear changing, trim position, location of water-jet buckets or bank angle of propeller blades, in such a way that steering angle of rudders, drive or water-jet nozzles is determined by the steering deflection of the proper handlebar. The steering shaft is connected to an optical or electronic angle sensor/angle decoder, which can give electronic information about the angle position of the handlebar. This information is entered into a processor of the same or similar kind as those used for joystick control, for instance with Volvo's IPS system. This processor is programmed to give suitable relations between the angular deflections of handlebar and rudders, drives, or nozzles, respectively. Also the physical steering range of the handlebar can be controlled, so that it, e.g., upon mooring is possible to turn the same more than in driving at speed. This may be achieved electronically by so-called force feedback, which lets an electronic control unit control the allowable range of the turning motion.

It may also be suitable to apply a steering damper which mechanically or hydraulically limits the turning speed of the steering shaft. By means of such a one, it is possible to provide the function that it simply is not practically possible to turn the handlebar faster than the control electronics.

The regulation of engine speeds, and thereby speed, is carried out by means of a twist grip in a similar way as in motor cycles.

PREFERRED EMBODIMENT EXAMPLES

In a preferred embodiment example, a boat is equipped with one or several power trains consisting of inboard motors as well as S-drives constructed to be electronically controllable by joystick. A handlebar is fitted with a steering shaft, which traverses the dashboard and is connected to an electronic angle decoder. The handlebar consists of a box or a “steering housing” connected to the steering shaft. The steering housing has two cylindrical handles, which protrude one in each direction and which can be rotated on their own axes. The inertia of said handles can be adjusted mechanically or electronically to increase comfort and decrease the risk of undesired input. In the steering housing, these handles are connected to angle decoders, for instance potentiometers or Hall sensors. On the steering housing, also control members are placed, e.g. toggle switches, which control the gear changing of the respective motor/drive. The angle decoders and the power switches are electrically connected, using cables that suitably are drawn through the steering shaft and connected to the central control unit, e.g., a Volvo HCU unit. On the steering housing, also control members are placed, e.g. toggle switches, or push buttons, which control trim interceptors. These are connected to the control unit for interceptors, e.g. Humphree interceptor systems, which can be programmed to compensate for undesired movements induced by heave of the sea and the run of the boat through the waves.

A special function allowed by this system is “impulse actuation” of interceptors, which means that these can be pre-programmed to, if required, afford an instantaneous actuation, in order to instantaneously press down the stern of the boat and that the control system is equipped with particular regulators, e.g. push buttons, which are activated by the thumb or thumbs, with a retained grip of the steering handles. The function may be programmed so that the impulse actuation only gives the extra power for a predetermined time of some second, alternatively increases as long as the button is pressed in and after that returns to the same state as before, or turns to being controlled by the automatic interceptor system.

This represents a considerable security gain in situations when the boat goes off a wave and out in the air with the stern too high. By the instantaneous activation of the interceptors, the boat can be brought to leave the wave crest—and thereby land back in the water—with the trim position that gives the smoothest landing. The difference of the impact levels between a controlled landing and an uncontrolled one is considerable and may involve the avoidance of impact forces that may cause very serious back injuries. Thus, these power switches are placed so that they are possible to activate by the thumbs with a retained grip of the handles. Interceptors are a new technique that reacts in a second, which enables this function, which would not be practically possible to provide by means of power trim or traditional trim planes.

On the steering housing, there is also placed a control panel having an LCD screen and control members in order to be able to select between single handle mode and dual handle mode, i.e., between controlling one power train with each handle and controlling both power trains by one handle, respectively. In single handle mode, also the gear changing of both power trains and the interceptors of both sides are controlled from the control member of one side. In single handle mode, there may also be the option to electronically or mechanically lock the handle that does not control the power trains, so that that handle is prevented from rotating.

The central control unit is also programmed so that the maximum steering deflection of the drives can be limited at higher speeds. This is in order to avoid hazardously sharp yaws, which potentially could be a greater risk in steering by handlebar than by steering wheel.

In another preferred embodiment example, a boat is equipped with one or several power trains consisting of inboard motors as well as water-jet units constructed to be electronically controllable by joystick. In doing so, the control system is constructed in the same way as in the first embodiment example, with the difference that the gear changing does not need to be controlled from the handlebar. Instead, the handlebar is provided with control members for the buckets of the water-jet unit. These control members may be made in several ways, for instance by toggle switches, slide controls, or by twist grips. A twist grip may be formed as a ring, concentric with the twist grip for the throttle control. Furthermore, this is placed inside it so that it is close at hand with a retained grip of the handles. In the manoeuvre of boats by water-jet, the buckets are used to reverse the jet stream propelling the boat ahead. The nozzles can be laterally turned to diverge the water flow laterally and thereby provide steering. In order to construct a system that electronically controls nozzles and buckets of water-jet units, adjusting devices may be used and one or more control units be configured/programmed so that these react according to the description.

In a third preferred embodiment example, a boat is equipped with two power trains consisting of outboard motors, constructed to be electronically controllable, e.g. by joystick. The rest of the system works as described in the first embodiment example.

In installations with outboard motors, the trim function will usually be handled by so-called power trim, which means that the entire motor is tilted outward or inward, to control the direction of the thrust force and thereby the travel state of the boat. The regulators for power trim are applied in the same way as the regulators for interceptors in the previous example. However, it is fully possible and suitable to have both regulators for power trim and interceptors on the handlebar, if also interceptors are used.

In further embodiment examples, the gear changing is made by the throttle twist-grips, in such a way that when these have been twisted to idle, continued twisting entails engaging of neutral position, and further twisting entails engaging reverse gear position, and continued twisting increases the throttle in reverse gear position. The degrees may as an example be as follows: Neutral, +/−5°, Forward gear 5° to 120°, back gear, −5° to −120°. By this function, it is important to eliminate the risk of unintentional engaging of gear. This may be provided, e.g., in an electronic way, by the fact that the control system does not allow that a gear is engaged without the motor speed having dropped to idle, but also by a mechanical top dead centre and a mechanical or electronic regulator in the form of a push button, which has to be activated in order for the gear to be possible to be disengaged or engaged. Suitably, this electronic protective function is designed so that the gear position most recently used can be activated again, without extra activation measures. In such a way, the speed may easily be regulated and fine-adjusted with a retained grip of the handlebar, also at very low speed, provided that a gear selector is placed as has been described, i.e., within reach for the thumb and that no stop needs to be deactivated for gear changing between neutral position and the most recently engaged gear. A stop should then work so that it needs to be deactivated only when a gear is engaged in the other direction to the one most recently active. The function hereby denominated “intermittent push” is motivated by certain modern boats already at idle making higher speed than what occasionally is desirable, especially upon boarding and mooring when the requirements of precision of the steering are highest. Therefore, there may be needs for repeatedly engage and disengage a gear, to be able to drive the boat sufficiently slow.

In further embodiment examples, a redundant control system, based on joystick, is integrated. There, the joystick may be placed on the steering housing and possibly be combined with a separate throttle control which also may be placed on the steering housing. In this connection, on the steering housing, it is suitable to place a display, e.g. a LCD display, which displays how the command given by the joystick moves or turns the boat.

Such a display may be used to display direction of motion and/or direction of rotation when these have been induced by steering with the handlebar and use of throttle and gear controls as in the above-mentioned embodiment examples. This display may also have a touch function or soft touch function having surrounding buttons, for manoeuvring the boat in the desired direction in the horizontal plane.

Such a display may be used to clearly mark how the gears of the respective power train are engaged and if single or dual mode is active. This may, e.g., be made by, in single mode, i.e., when both power trains are operated parallel one hand, a wider arrow in the middle of the display having a green front part with a forward arrow, which is highlighted when forward gear is engaged, a central yellow part, which is highlighted when neutral position is engaged, as well as a rear red part having an arrow backward, which is highlighted when reverse gear is engaged. In dual mode, the display instead shows two, possibly narrower, parallel double arrows having the same colour coding and functions for each power train separately. In such a way, the driver immediately sees how the controls will act on the boat. This function increases the safety of the manoeuvre, because without this function, the driver does not always know which gear position that is engaged. That cannot be interpreted from the movements of the boat due to the laws of inertia, which makes that the boat can continue its present state of motion also after the gear position has been changed. The function also decreases the learning time. The display may also be used to indicate the position of water-jet buckets, wherein a visible indicator may indicate the bucket position by successively being moved in the respective arrows from the front end in the green forwardly pointing part of the arrow, upon the bucket entirely raised, to the rear end in the red backwardly pointing part of the arrow, upon the bucket entirely lowered, i.e., when the entire water-jet stream is reversed, and is located in the yellow field when the water-jet stream is split so that forward and backward directed forces counterbalance each other.

In further embodiment examples, the same system may be configured to control single power trains. Then, the following configurations are suitable:

In a motor and a drive, the engine speed is suitably controlled by a throttle twist-grip for the right hand. The gear changing may then either be made by a twist shifter on the left side or by push buttons on the left or right side of the steering housing.

Upon gear changing by twist shifter, it is important that the engine has time to decrease the engine speed before gear position is changed from forward to reverse or vice versa. Therefore, such a handle should be supplemented with a control member, e.g., in the form of a push button, which has to be activated before a gear is engaged from the neutral position. This function may also be replaced by the electronics being programmed to prevent gear from being engaged at a higher engine speed than idle.

In a motor and a water-jet unit, the engine speed is suitably controlled by a throttle twist-grip for the right hand. The regulation of the bucket should then be carried out using a twist shifter on the left side but may also be carried out by push buttons on the left or right side of the steering housing.

In an outboard motor, the engine speed is suitably controlled by a throttle twist-grip for the right hand and the gear changing may then be made either by a twist shifter on the left side or by push buttons on the left or right side of the steering housing.

Also in single installations (only one power train), possibilities are required of individual activation of multiple trim interceptor or trim planes, wherein the controls for the same should be one on each side of the handlebar and within reach for activation using the thumbs, without leaving the hold of the grip of the handle.

In a further embodiment, the control system may be constructed so that the entire unit is possible to adjust in a mechanism allowing it to be moved/tilted forward/backward and upward/downward, respectively. One way to solve this is that it is journalled on a horizontal shaft oriented athwartships in the control console. The control system may be arranged in a box that is fitted on said shaft and can be tilted forward and backward. In the dashboard, a chase is made in which the box fits, which is dimensioned so that the box can bear against the edges of the chase and be allowed to be tilted forward and backward. The device is provided with holes and pins or lockable gas springs or actuators for the fixation in the longitudinal direction or angle. Alternatively, the box may be fitted on guides or rail systems.

A further embodiment lacks steering shaft. This means in practice a virtual handlebar. The handles are instead attached in separate fastening devices but electronically linked together in such a way that they cannot be moved separately but only by they actively being moved in different directions. By the fact that the handles can move along a circular path having a radius that corresponds to the distance between them, the sensation can be simulated to become the same as if they were mechanically linked together. The application for this solution is cockpits where the space is limited or where it is desired to drive a boat sitting in a shock mitigation driver's seat having a long suspension travel, wherein the system can be fitted on the seat with the controls adjacent to arm rest so that the arms do not need to compensate for the vertical movements. Here, the system may suitably be formed so that both handles have to be pressed, one forward and the other backward, for the steering to be activated. This is in order to avoid non-intentional activation.

In further embodiment examples based on the same principle as the first embodiment examples, the throttle twist-grips may be split in such a way that a part of one or of each handle is fixedly attached in relation to the handlebar. The driver may hold on to this fixed part without it moving, while the driver simultaneously may have the possibility of twisting the movable part that constitutes the throttle regulator.

In further embodiment examples based on the same principle as the first ones, the handlebar may be formed with control member to activate slip friction clutch. The slip friction clutch affords a lower engine speed of output than input shaft. The need is motivated by modern high-speed boats often having motors that give a lowest speed at idle speed of 4-6 knots. The slip friction clutch makes that the power transmission of the motor to the power train can be regulated so that only a share is transmitted and this share can be gradually regulated. Prior art exist to make this and the control of the gradual slipping may be made by particular control members of the handlebar, or by the fact that a first smaller sector of the twist motion for increasing throttle does not increase the engine speed but gradually transmits increasingly of the power of the motor to the power train so that output engine speed successively increases. Said slip friction clutch should normally be possible to be used both in forward and reverse gear position, which facilitates precision manoeuvring upon docking, boarding, and sea rescue.

In all embodiment examples, it is possible to form the twist throttle grips so that their twist position is tactilely and/or visually identifiable. This may be provided, e.g., by the grip being formed so that it is not entirely cylindrical, but that a part of the cylinder surface either is chamfered off to become more plane or is given a bulging, which deviations should need to be at least 1 and probably more than 3 mm, to become sufficiently distinct so that their positions could be sensed by the hand. These deviations may naturally be formed in miscellaneous ways. It may also be suitable that the attachment of the handles is formed with click positions so that it is sensed in the twist motion when the gear position is changed from neutral position to gear position.

LIST OF DRAWINGS

FIG. 1 shows a control system configured for double power trains with S-drive.

FIG. 2 shows a control system configured for double power trains with water-jet.

FIG. 3 shows a control system configured for double power trains with outboard motors.

FIG. 4 shows a control system configured for single power train with S-drive.

FIG. 5 shows a control system configured for single power train with water-jet.

FIG. 6 shows a control system configured for single power train with outboard motor.

FIG. 7 shows a control system configured for single power train with water-jet and push-pull cable for controlling nozzle.

FIG. 8 shows a control system constructed to be position adjusted in relation to the dashboard.

FIG. 9 shows a control system formed with a display, which clearly shows which gear position that is selected on the respective power train alternatives for both together and which also can display if single or dual mode is active.

FIG. 10 shows a control system formed with a joystick integrated in the steering housing.

FIG. 11 shows a control system formed with a special control member to activate interceptor impulse.

FIG. 12 shows a control system formed with split twist grips for controlling different functions, e.g., water-jet bucket and throttle or trim position and throttle.

DESCRIPTION OF PREFERRED EMBODIMENT EXAMPLES

In FIG. 1, the steering housing 1 is shown with two twist grips 2;3, the steering shaft 4, the angle decoder for the steering deflection 5, angle decoder for throttle control 6;7, gear changing regulator in the form of toggle switches 8;9, control member for interceptors in the form of toggle switches 10;11

In FIG. 2, a control system is shown configured for double outboard motors.

In FIG. 3, a control system is shown configured for double power trains with water-jet, wherein the rings 12;13 are control members for water-jet buckets.

In FIG. 4, a control system is shown configured for single power train with S-drive, wherein the gear selector 14 is three buttons on the left side of the steering housing

In FIG. 5, a control system is shown configured for single power train with water-jet, wherein the bucket is controlled by a twist shifter 14 on the left side,

In FIG. 6, a control system is shown configured for single power train with outboard motor, wherein the gear changing is controlled by a twist shifter 16 on the left side

In FIG. 7, a control system is shown configured for single an outboard motor and push-pull cable 17 for steering.

In FIG. 8, a control system is shown configured and constructed to be position adjusted in relation to the dashboard, wherein a shaft 18 carries the weight of the system and pins 19 lock it in position.

In FIG. 9, a control system is shown formed with a display 20 that shows which gear position that is selected on the respective power train alternatively for both together and which also can display if single or dual mode is active.

In FIG. 10, a control system is shown formed with a joystick 21 integrated in the steering housing.

In FIG. 11, a control system is shown formed with a special control member 22 to activate interceptor impulse.

In FIG. 12, a handle is shown where one part can control, e.g., a potentiometer and the other part can control another potentiometer upon use of, e.g., double water-jets.

According to the invention, a motor-boat control system is formed wherein the steering of the boat is controlled by a turnable handlebar 23 having two handles 2, 3, at least one of which can be twisted to control speed/engine speed. The turning motion of the handlebar as well as commands for engine speed control and gear changing is decoded electronically/digitally and an electronic/digital processor controls the members that activate the steering deflection of the power trains. Members and other means for regulation or another actuation of the boat and/or the motor/motors thereof are carried by said handlebar 23 and/or by a steering housing 1 for said handlebar 23 and the handles 2A, 3A are formed split, so that the outer or the inner part 3A, 3B can be twisted and coupled to twist position decoders 23A, 23B while the other part is fixed and does not rotate on its own axis, or are formed split, so that the outer and the inner, respectively, part 3A and 3B, respectively, can be twisted individually and be coupled to twist position decoders 23A, 23B for controlling different functions, such as throttle, location of water-jet bucket, trim position, trim interceptors, etc.

The handles 2A, 3B are formed with electronic locking so the handle not being active in “single handle mode” is stopped from rotating, and the steering deflection is progressive in relation to the steering deflection of the handlebar 23, and preferably adapted so that the sensitivity decreases at higher speed.

Alternatively, the steering deflection is progressive in relation to the steering deflection of the handlebar and adapted so that the sensitivity decreases upon steering positions near midship rudder and increases upon greater rudder angles.

Members for controlling interceptors are placed so that they can be activated with a retained grip around the steering handles 2, 3 and that special members for the activation of impulse action of interceptors have been placed where they can be activated with a retained grip around the steering handles 2, 3.

The handles 2, 3 are attached in separate fastening devices but electronically linked together so that they are immovable separately and only can be moved in different directions.

The steering housing 1 is formed so it can accommodate the entire electronic unit that handles the signal conversion for all functions controlled from the handlebar 23 so that all signals can be transmitted in a limited number of cables, e.g., by utilizing CAN bus. Furthermore, the steering housing 1 is formed so that it also contains the steering decoder, whereby a steering shaft 4 can be fitted in place in a dashboard or on a console so that the turning motion takes place inside the proper handlebar 23. Effective damping is achieved by the steering housing 1 being formed with concentric hydraulic steering damper, which damps the speed of the steering deflection and makes the turning resistance speed dependent, wherein the steering housing 1 may be formed with electronic steering damper, which damps the speed of the steering deflection.

Members for controlling power trim are placed on the handlebar 23 where they can be activated with a retained grip around the steering handles 2, 3.

Control members are arranged to select between controlling one power train by each hand or several power trains by one hand. Furthermore, members are arranged so that gear position can be selected using the same twist grips 2, 3 that control the engine speed by the fact that twisting in one direction, past a certain angle, engages a forward gear and continued twisting successively increases the engine speed, as well as that twisting past a certain angle in the opposite direction engages a reverse gear and then successively increases the engine speed, as well as a position with angles between said angles for forward gear and reverse gear corresponds to neutral position.

Unintentional gear changing is arranged to be prevented by a mechanical stop, which is arranged to be manually released, alternatively against a waiting time in a control system, engaging of driving mode being arranged to only be possible to be carried out at idle speed.

Control system is combined with a redundant control system, which consists of a joystick system, and

the steering housing 1 is provided with a control panel having monitor and buttons to select different modes, such as single or dual mode, different progressiveness curves for the steering, and limitation of activation of the control system when several different systems can control the boat.

The steering housing 1 is also provided with a control panel having a touch-sensitive monitor where the boat can be controlled by tapping on the monitor or by push buttons being placed around a display 20 and by which the position and direction of the boat is regulated. The speed of the turning of the handlebar is limited by a steering damper so that the handlebar is prevented from being turned faster than the actual steering deflection having time to follow.

The control system contains a “force feedback” making that the handlebar 23 is prevented from being turned considerably further than that it corresponds to the actual steering deflection and that it contains a force sensor, which transmits signals to the system to increase the speed of the rudder deflection upon a greater force of the turning of the handlebar 23.

The handlebar 23 is suspended in elastic elements so that shocks propagating to hands and arms are damped and that the entire unit is suspended in a mechanism allowing it to be moved/tilted forward/backward and upward/downward, respectively.

The steering housing has a display 20 that graphically displays selected gear positions and/or if single mode or dual mode has been selected.

The steering housing 1 may have a joystick 21 intended for joystick control and the steering housing 1 has a display 20 that graphically displays how the boat is intended to move according to commands given by the control system or by the joystick 21.

The twist grips 2, 3, 3A, 3B are formed so that their twist position is tactilely and or visually identifiable and are placed separated from each other so that they are moved forward backward in counter movements as if they had been fastened in each end of a handlebar.

Gear selector regulators 8, 9 are placed on the proper handlebar 23 near the steering shaft 4 thereof so that these regulators can be reached and activated by the thumb or thumbs with a retained grip of the handles 2, 3.

The function and nature of the invention should have been clearly understood from the above-mentioned and also with knowledge of what is shown in the drawings but the invention is naturally not limited to the embodiments described above and shown in the accompanying drawings. Modifications are feasible, particularly as for the nature of the different parts, or by using an equivalent technique, without departing from the protection area of the invention, such as it is defined in the claims. 

1.-26. (canceled)
 27. A motor-boat control system, comprising: a turnable handlebar having two handles, at least one of which is twisted to control motor speed, the turnable handlebar connected to a steering housing and controlling steering of the motor-boat; and an electronic processor that controls members that activate steering deflection of a power train in response to electronically decoded turning motion of the handlebar and commands for rotational speed control and gear changing; wherein the members are carried by the handlebar or by the steering housing for the handlebar; the two handles each have an outer part and an inner part, either the outer part or the inner part is coupled to a twist position decoder and the other of the outer part and inner part is rotationally fixed, or the two handles are split such that respective outer and inner parts are twistable and coupled to respective twist position decoders; the handles cause the electronic processor to control motor-boat functions, including at least one of throttle, location of water-jet bucket, trim position, and trim interceptors; both handles are connected to a steering shaft and are coupled to an angle decoder for gear changing regulation; and the steering shaft is twistable and is coupled to an angle decoder for steering the motor-boat according to the two handles and steering case housing.
 28. The control system of claim 27, wherein the handles have electronic locking so that a selected inactive handle is stopped from rotating.
 29. The control system of claim 27, wherein steering deflection of the motor-boat is progressive in relation to steering deflection of the handlebar.
 30. The control system of claim 29, wherein sensitivity of steering deflection decreases at steering positions near midship rudder and increases at greater rudder angles.
 31. The control system of claim 27, wherein members for controlling interceptors are placed so that they can be activated with a retained grip around the handles, and members for activating impulse action of the interceptors are placed where they can be activated with the retained grip.
 32. The control system of claim 27, wherein the handles are attached by separate fastening devices but are electronically linked together so that they are immovable separately but can be moved together.
 33. The control system of claim 27, wherein the steering housing accommodates the electronic processor.
 34. The control system of claim 33, wherein the steering housing further accommodates the angle decoder for steering the motor-boat.
 35. The control system of claim 27, wherein the steering housing includes a concentric hydraulic steering damper that damps a speed of steering deflection and makes a turning resistance speed dependent.
 36. The control system of claim 27, wherein the steering case housing includes an electronic steering damper that damps a speed of steering deflection.
 37. The control system of claim 27, wherein members for controlling power trim are placed on the handlebar and activated with a retained grip around the handles.
 38. The control system of claim 27, further comprising a control member that selects between controlling respective power trains with respective handles and controlling several power trains by one handle.
 39. The control system of claim 27, wherein members are arranged so that gear position is selected using the same handles that control rotational speed, whereby twisting a handle in one direction past a certain angle engages a forward gear and continued twisting in the one direction successively increases the rotational speed, and twisting the handle past a certain angle in an opposite direction engages a rear gear and then successively increases the rotational speed.
 40. The control system of claim 27, wherein a speed of turning the handlebar is limited by a steering damper so that the handlebar is prevented from being turned faster than steering deflection of the motor-boat has time to follow.
 41. The control system of claim 27, wherein up to a first turning force the handlebar is prevented from being turned substantially further than its correspondence to an actual steering deflection and the handlebar includes a force sensor that transmits signals to the electronic processor to increase a speed of rudder deflection upon a turning force greater than the first turning force.
 42. The control system of claim 27, wherein the handlebar is suspended in elastic elements so that shocks propagating through the handlebar are damped.
 43. The control system of claim 27, wherein the steering housing has a display that graphically displays at least one of a selected gear position and a selected single mode or a dual mode.
 44. The control system of claim 27, wherein the steering housing has a joystick for control.
 45. The control system of claim 27, wherein the steering housing has a display that graphically displays how the motor-boat is intended to move according to commands given by the electronic processor.
 46. The control system of claim 27, wherein twist positions of the handles are tactilely or visibly indicated.
 47. The control system of claim 27, wherein gear selector regulators are placed on the handlebar and activated with a retained grip of the handles. 